Locomotive or self-propelled vehicle for use upon railways.



O. W. BAKER.

LOGOMOTIVE OR SELF PBOPELLED VEHICLE FOR USE UPON RAILWAYS.

APPLICATION FILED AUG.13. 1909. 1,01 02 Patented Feb. 6, 1912.

6 SHEETS-S 1.

I 6 WITNESSES: INVEN TOR W 0* ATTORNEYS C. W. BAKER. LOGOMOTIVE 0R SELF PROPELLED VEHICLE FOR USE UPON RAILWAYS.

APPLICATION FILED AUG13,1909,

Patented Feb. 6, 1912.

6 SHEETS-SHEET 2 All INVENTOR Um, 6M4,

WITNESSES:

'gffndrfM ATTORNEYS O. W. BAKER. LOGOMOTIVE 0R SELF PROPELLED VEHICLE FOR USE UPON RAILWAYS.

APPLIGATION FILED AUG.13, 1909. 1,016,602.

6 SHEETS-SHEET 3.

w i w WITNESSES: I INVENTOE v BY ma mwa ATTORNEYS Patented Feb. 6, 1912.

0. W. BAKER. LOGOMOTIVE 0R SELF PROPELLED VEHICLE FOR USE UPON EAILWAYS.

APPLICATION FILED AUG.13. 1909.

Patented Feb. 6, 1912.

6 SHEETS-$HEET 4.

lNVENTOR WITNESSES: m; 4 04M! ATTORNEYS O. W. BAKER.

LOCOMOTIVE 0R SELF PROPELLED VEHICLE FOR USE UPON RAILWAYS.

APPLIGATION FILED AUG. 13, 1909.

6 SHEETS-SHEET 5.

PatentedFeb. 6, 1912.

WIIIIIIJIIIIIIIH I WITNESSES:

ATTORNEY$ G. W. BAKER. LOCOMOTIVE OR SELF PROPELLED VEHICLE FOR USE UPON RAILWAYS.

APPLICATION FILED AUG 13, 1909,

1,01 6,602, Patented Feb. 6, 1912.

6 SHEETSSHEET 6.

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llill ATTORNEY CHARLES WRITING BAKER, OF MONT-CLAIR, NEW JERSEY,

LOCOMOCLIVIE] OR SELF-PROPELLED VEHICLE FOR USE UPON RAILWAYS.

Specification of Letters Patent.

Applicationfiled August 13, 1909. 'SerialNo. 512,866.

Patented Feb. 6, i912.

To all whom it may concern:

Be it 'known that I, CHARLES WHITING BAKER, a citizen of the United States, residing at Montclair, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Locomotives or Self-Propelled Vehicles for Use upon a Railway, of which the following is a specification.

It is the particular object of my invention to apply the internal combustion type of engine to the propulsion of railway locomotives and to do this without sacrificing the reliability and the adaptation to the necessities of railway service which characterize the present steam locomotive.

In previous applications of the internal combustion engine to locomotives, the driving wheels of the locomotive have beenmechanically connected to the engine, and the necessities of starting, reversing and exerting variable speed and power have been provided for by various mechanical arrangements of gears and clutches. Such machines, however, have been only used for small power and slow speed and cannot fill the requirements of regular railway service.

Self-propelled vehicles or' motor cars have also been made in which an internal combustion engine, carried on the vehicle is made use of to drive an electric generator, the current from which drives electric motors which propel the car. Such machines, however, are exceedingly heavy,

complicated and costly, and are besides wholly unsuited to the work. required of higlrpower locomotives.

The problem of successfully adapting the internal combustion motor to the railway locomotive is one of great importance because of the fuel economy which may be thereby effected. An ordinary steam locomotive under service conditions transforms into mechanical power only 2 per cent. to 6 per cent. of the total heat energy in the fuel it consumes. Internal combustion engines are in use, however, which transform into work fully 30 .per cent. of the heat energy of the fuel burned in their cylinders. Besides, the discharge of smoke and steam from ordinary locomotives makes them objectionable for use in towns and cities, and is leading to general agitation for the adoption of electric locomotives in stead. These have, however, the great disadvantage of being tied always to a central efficient and economical substitute for the steam locomotive is greatly needed.

They method by WhlCh I adapt the internal combustion motor to the rallway locomotive is broadly by using compressed air as an intermediate medium b ween the motor and the propelling cylinders of the locomotive. That 1s to say, I carry\on the locomotive vehicle an air compressor driven by an internal combustion engine. The compressed air thus furnished I use in cylinders similar to those of an ordinary locomotive. I provide a storage tank or reservoir for the compressed air into which the air from the compressors is discharged, and from which the supply of air for the propelling cylinders is drawn. This reservoir serves to store a certain amount of power so that the variation in the demand for air upon the compressor is not so sudden."

Previous inventors have indeed proposed to propel small tramway locomotives and street cars by compressed air generated on the vehicle by the power of an internal combustion engine; but in order to propel locomotives of such size and power as are used in regular railway service, it is necessary first to produce an air-compressing apparatus with its driving engine, which will be of suflicient capacity to furnish the necessary amount of air, and yet will be so compact and so light in weight that it may be carried on the locomotive. It is also necessary that the air-compressing engine shall be under such control as -to automatically respond to the great and sudden variation in demand for air for-the locomotive propelling cylinders.

In my improved locomotive I use a special type of air compressor, the construction of which permits it to be run atvery high speed, giving a large output of air from a small-size machine. Further, instead of cooling the air delivered from the compressor as in ordinary practice, I retain its heat by proper insulation and add to it a still further amount of heat by exposing it to the hot exhaust gases from the internal combustion engine in a suitable heater.

Further, instead of using compressed air of .a high pressure, say 70 to 100 lbs., as in ordinary practice, I prefer to useair-ofvery low pressure, say 25 to 60 lbs. per squareincha With these low. pressures, the airdelivered from the compressor is in condit1on to recelve a large additional amount of heat with consequent gain in efficiency, and yet without attaining a temperature involvin difficulties with lubrication. ,In'the use 0 such low-pressure air, moreov er, losses in tirely while drifting under headway ordown a grade. To permit successful and economical operation of the internal combustion engine under such conditions, I adopt a'multi-cylinder machine, and provide means by which the number of cylinders in action will be automatically proportioned to the demand for air, the suddenness of such variations being'modified by the storage as before mentioned. a V i While the proportions of the parts will be somewhat varied according to the service-for which the locomotive is to be used, it may be herepointed out that for locomotives intended for switching service, .I provide a particularly large reservoir and make provision for considerable variation in the pressure therein. Compressed air is accumulated under higher pressure'jfor start-in a train, when the maximum pull is required. On switching locomotives, too, the, air com- -40 pressor can be .of comparatiyely small capacity, as the actual average power developed by such locomotives is quite small and the large slow-moving pistons of the locomotive can be supplied with air by the small 56 through the bottom of the air cylinder showing the air valves. Fig. 7 is a plan of the same. Fig. 8 is a section of the headers used in the air superheater. Fig. 9- is an elevation of a header showing the staggering oft-he pipes. Fig. 10 is a plan of-the end of the engine showing thestarting gear. Fig. 11 is a side elevation of the same, showingthe governor and a sectionof the starting clutch.

Fig. 12 is a cross-section 'of the. starting clutch. .Fig. 13 is an elevation of the endof the shaft showinga rotaryblower for use in connection with the air compressor. Fig. 14

is a section through the air and power cylinders when constructed; as'separate cylinders of diifermg diameter, and shows also the 7[;

cooling system used.

multi-cylinder engine, similar in type to the gasolene engines used on shaft-driven automobiles, but arranged to have the same cyl-' inder used for the generation of power and -forair compression. The lower end of the cylinder is closed by a head, in which are placed suitable valves controlling the inlet and outlet of air. Thus the power-is a plied 35 to the upper face of the.piston 1 while the lower face of the piston compresses air on *its downward stroke. The piston rod is attached to a cross-head 2 runningin guides as in ordinary steam-engine construction.

Each of the pistons is connected to a crank on a common shaft by the usual connectingrod mechanism. I prefer to useffour, six,

eight or more cylinders and to connect each pair of cylinders to cranks 180 degrees apart, so thatthe reciprocating and rotating' parts attached to the opposite cranks of a pair will balance each other. Successive pairs of cranks are spaced equally about the circle to give uniform torque upon'the shaft. A fly-wheel (7, Fig. 5) may be attached to the shaft.

' As all the external work done by the engine is done by the lower face of the piston in compressingair, the power is applied to the work in the most direct manner, and the amount of work transmitted through the connecting rods, cranks and shaft is reduced to only that necessary for the different cylinders to aid each other at different parts of the engine cycle. Thus the friction loss in the engine is reduced.

.In ordinary types of air compressor, the valves are usually cylinders of considerable weight; and when high speed is attempted they pound their seats and cause rapid wear. In my improved valve I secure extreme lightness by making the valves thin, flexible sheets of some-elastic non-'corrodible metal, such as bronze, and they close of their own elasticity against the entering current of air just as the piston reaches the end of stroke; thus a cushioned effect is produced. I am enabled to use these very thin valves by making the seat a plane surface tion of the the orifices through which it escapes. ,The'

valves 3 and tare attached at one end" and are bent upward from their seats when air pressure is exerted on their under side. The valves are returned to their seats by their own elasticity and are held there firmly by the air pressure ontheir backs until the end of the stroke.- I

For lubrication of the cranks and cross heads, I prefer to inclose/ all the moving parts-below thelower cylinder head in a tight casing 40 and use so-called splash lubrication. For lubrication of the pistons in the cylinders, I prefer to use forced lubrication, the oil being forced by a pump through a pipe which emerges directly upon the interior of the cylinder. The water jacket applied to the barrel of the cylinder (8, Fig. 4), as usual in gas-engine practice, serves also for the air compression. While the temperature of the cylinder walls may be somewhat higher than in ordinary air compressors, this is no serious disadvantage as the air is used hot in the propelling cylinders. When, however, it'is desired todeliver the-compressed air as cool as possible,

and also where it is desired to deliver compressed a1r at a hlgher or lower pressure than could be secured by using an air-compressing cylinder of the same diameter as the power-developing cylinder, I vary the above-described construction, as shown in Fig. 14, by using separate cylinders of different diameters for the power development and the air compression, these cylinders being placed close togetherwith their respective pistons mountedfon the same rod;

9 being the piston ofthe'engine and 10 the piston of the compressor. In this construccation of the cylinders and-dispense with thewater jacket. Instead, I .brmg a pipe 11 from the cooling water system into the space between the upper and lower pistons.- Water from this pipe may issue as spray or may simply drop into the cylinder beneath. In either case the rapid up-and-down mopistons will throw the water against every part .of the interior of the cylinders and will cool the pistons as well. To make certain the cooling of the highest portion of the gas cylinder andthe lowest portion of the air cylinder, which are uncovered for the least time during the stroke, I attach rings'12,:12 to the face of each piston, which trap the water, and I also place deflecting surfaces 13, 18 on the piston rods, which throw the flying water into these traps. The surplus water collectsin the annular space at the junction ofthe ulpper andv lower cylinders and is carried 0 by the e area issecured for the.

indeis in action- This "consists in cessive-cylinders are,

cylinder machine,

drain pipe 14. The cylindersurfacesbeing thus deluged with water, and there being no side pressure upon the pistons asin the case of slngle-acting trunk .es'sary.

In order to vary the output-of thelair compressor according to the draft. of air for driving the propelling cylinders, I provide means for varying. the num'ber,

of attaching an automatic unloader,

voir, successive cylinders will be-cut o'utof action. Asshown in Fig. 4, to the inlet pipe .15 of each air compressing cylinder is attached a gate 16, and this gate is moved by a smallpiston 17. admitted behind this piston to close the-gate through an orifice 18, which is kept closed by a spring 19 until the of cylgeneral such as are in general use in connection with air 1 compressors, to each cylinder in such amanner that as the pressurerises in the air reser Compressed air is Pistons, lubrication. of the cyllnders wlthj'oil is.rendered'u pressure in the a reservoir transmitted through the pipe 20 exceeds a certain point. Then the air'is admitted behind the'piston 17 and the gate is closed. At-the'same time a valve 21 is closed in the pipe-which cylinderis' cut out ofac tion and the piston moves up and'down in a vacuum.

delivers gasolene vapor to the engine inlet valve. 1 Thus the f ..By -'adjus't17n ent of the spring 19, the cutting out of the sei'reralcylinders may be made to take place. successively until only one cylinder remains in operation. .Upon this c llnder the automatic unloader 1s ar-' ranged to cut out the air end only, leaving.

thepower end to drivej t'hejwhole machine. v

A suitable type of governor controls the gas end :of this cylinder, bywhich it develops over at moderate speed.

When the compressed, air is drawn from the movement of the 22, until the machine is delivering-its-full .105 enough power to keep theengine-turning output of air. In the case of a switching.

locomotive this process. may be slightly varied, by suitable arrangement of the auto- I matic unloaders, so that the airends' of the cylinders will be cut out of action "earlier than the gas ends. For example, in a six one or two-air ends may becut outand the remaining four air. ends driven by allvsix of the gas ends, thus enabling a considerably higher air pressure -to be reached wlthout stalling the compressor or materially slowing-its speed. While this air-compressing engme '1 s designed especially for use on the locomotive which is herein described, its advantages of compactness, efficiency and adaptation to a variable load make it applicable also for other. purposes where compressed air is desired. In such installations, where a higher pressure of air is desired than can be conveniently or economically attained in a single cylinder, the machine may be adapted .a single-acting air compressonbut with the action occurring in opposite ends of the same cylinder as heretofore explained.

In the operation of air-compressors at high altitudes, the output is reduced on account of the rarity of the air drawn into the compressing cylinders. In cases where my apparatus is to be used at high altitudes, therefore, I provide an auxiliary rotary compressor, driven by the main shaft of the engine and delivering the air under moderate pressure to the inlet pipes of the compressing cylinders. This construction is shown in Fig, 13, where 23 is the main shaft of the engine, and 24 is the rotary compressor. When, however, the capacity of the compressing engine exceeds the demand for air, and cylinders are cut out asbefore explained, the inlet pipes from the cylinders are automatically opened to the external air and the rotary compressor runs freely, doing no Work of compression.

As already explained, the gas engine compressor can be kept running even when no air is being delivered by it, and it is preferable to do this during ordinary stops of the locomotive, such as at stations or in switching service. When, however, it is desired to start the machine from astop, it may be done with compressed air taken from the storage reservoir. Valves may be attached to the cylinder not'fitted with automatic cut-out, by which compressed airlmay be admitted to and exhausted from both ends of said cylinder until the engine is under way and explosions within the cylinder can begin. I prefer, however, to'use a small starting engine, such as the Dake, which by speed-reducing gearing may turn the main engine. This is shown in Fig. 10. The starting engine 25 is connected by a ratchet clutch 26 tot-he main engine shaft 23,'so that when the main engine starts, the starting engine 25 is released and stopped. 'This'starting engine is likewise driven with compressed air. I supply also a small auxiliary air reservoir'27 which may also be the main reservoir for the air-brake system. In the rare event that the engine has to be started with no stock of compressed air either in the large reservoir on the locomotive orin this auxiliary reservoir,

the pipes.

this reservoir may be charged from some other source of compressed air, as for example the brake pipe of another train, or it may be charged with a hand pump.

While I have shown in the drawings an ordinary type of gasolene engine for the power end of the engine-compressor, I contemplate also the use of other types of engine in which, by suitable arrangements for volatilization and ignition, heavier oils, such as kerosene, fuel 011 and crude oil may be used.

For heating the compressed air before its passage to the propelling cylinders, I pass it through a heater similar in general design to the pipe coils used for heating air by steam. My superheater contains some special features, however, designed-to permit free expansion and contraction'of the parts and uniform circulation.

The superheater (see Figs. 1, 2, 8 and 9) is made up of elements, each of which consists of a tube 28 which may be partially flattened on one side and with a partition 29 midway of its length. Intov the flat face of this pipe are screwed two tiers of pipes 30, 30. Each of these pipes 30 is of U-shape, made up with three straight pieces and elbows, and the pipes vary in length so that substantially the whole of a rectangular space to one side of the header is filled with The upper and lower tiers of pipes 30, 30 in each header are staggered, as shown in F ig; 9. To make up the heater, a

number of these elements are superposed,

and the air delivered by the compressor is led through branches into one side of each element, while from the opposite end pipes lead to a main pipe, which passes direct to the air reservoir. This whole mass of pipin is inclosed in a suitable casing 31 protecte by non-conducting covering, and the exhaust gases from the engine are led around the pipes. To equalize the flow of the exhaust gases among this mass of pipes, I place on the top or the bottom two perforated plates or wire netting (32, Fig. 1), and between these plates I place a layer of pebbles about the size of marbles. The gases from the engine are exhausted into a chamber 33 on the opposite side of these pebbles from the heater and percolate through the pebbles into the heater. .Any tarry matter in the gases lodges on the pebbles, and they also serve to equalize the heat in the entering gases, and prevent'explosions occurring inside the heater. A similar arrangement of piping may be used for cooling compressed air, the pipes in this case being placed in a tank through which water is caused to flow. The compressed air after passing through the heater is led into the reservoir 34 which I protect by suitable non-conducting covering to retain the heat in the air. From the reservoir, through a suitable throttle valve,

the air passes tothe propelling cylinders 35. These are of the ordinary constructlon, but

are made of larger diameterto obtain equal power with the low pressure of air em 'ployed. These cylinders are also arranged to utilize the air at longcut-oifsonly, so as not to expand the air below atmospheric pressure" and retard the .piston during the latter part of the stroke. lVith a valve motion giving, these long cut-offs, also, the lowpressure air will'not be throttled in the cyllever.

inder ports. The speed and power-0f the locomotive are regulated chiefly by the throttle-valvegoverning the flow of airtto the cylinders, and-not by varying the point cylinder with the reverse of cut-off in the In the steamlocomotivetheexhaust is led through a contracted orifice or'exhaust no z' 21a to produce a draft uponthe fire. 'In my.

" locomotive, no draft being required, I lead the air exhausted from the cylinders through passages which rapidly increase in cross-section. Tliusthe velocity of the air is reduced and the noise oftheiexhaust is. eliminated. At the same time the velocity acquired by the sudden release, of the air through theexhaust port atthe instant-of exhaust tends to produce a vacuum behind it, as a suddenly released spring will fly upward from its support. Back-pressure upon.

the pistonis thereby'reduced and may even become a' negative quantity. '1 finall utilize- .this" exhaust air by; passing it through a chamber 36 filled with piping, "in which the hot, water. from the. cylinder acketsis circulated and thereby causes the waterto be cooled. I have also filed separate application's, one for the improved air-compressor Aoher'ein shown Serial No. 548,366, filed March 10, 1910, and one for the improved internal conibustion.engine,;S'erial No. 548,367,

filed March 10,1910, embodying therein, many features above described and in addi-- tion other features calculated to produce a new and useful efiect'.

What 'Iclaim and desire to secure by Letters Patent ofthe United States i's':-

" *1".v A locomotive having thereon, an aircompressor and a multi-cylinder internalcombustion engine driving said compressor,

' said engine and compressor being-combined in one machine having the air and gas cyl- Y inders' tandem and adapted to, operate at ea-high speed, the compressed air being deliveredto a storage tank and drawn there- 'from to supply the propelling cylinders of the locomoti 2. A locomotive having thereon an air-' compressor and a vmulti-cylinder internalcombustionengine combined to form one machine with air and'gas cylinders tandem,

a' storage tank for the compressedair, propelling cylinders adapted 'to' use the compressed air, and a heater utilizing the, exi 3 gme.

haust gases from the engine to'heat' the air before its entry to the cylinders.

W 3.-A locomotive having thereon an aircompressor and an internal-combustion en 'gine' combined in one machine, wit-h air and gas cylinders tandem and such relative -.pro portions as to produce a large volume of air at .low pressure, aheater utilizing .the exhaust gases from the engine to heat the compressed air, and cylinders adapted to use the low-pressure compressed air to propel the locomotive.

'4. A. locomotive propelled by compressed air produced on the locomotive itself by an air-compressor andinternal-combustion en- "gine combined in one machine, proportioned to. produce a largevolume of air at low pressure} a heater. utilizing the exhaust gases from the engine to heat the air after. the compression, and propelling cylinders arranged to work the compressed air at long points of cut-ofi' only.

- 5. A locomotive propelled by compressed air. produced on the locomotive'itself, said I locomotive having mounted upon it-propel ling vcylinders, a multicylinder air com- .pressor and an internal combustion engine with air and gas-cylinders tandem, a storage tankfor the compressed air, means for delivering the compressed air from saidtank to the propelling cylinders, means for varying the'outp'ut of compressed air from the compressor in proportion to its consumption by, the propelling cylinders, .said

means comprising valves upon the inlet pipes to the air and gas cylinders, and

means for automatically opening and closing said valves according to variations in pressure in the storage tank.

6. A locomotive propelled by compressed air'produced on the locomotive itself, said locomotive having mounted upon it propelling cylinders, an air compressor and .an internal combustion engine vfor driving the same, means for delivering the compressed air vto the propelling cylinders, and means for heatingthe air on its way to said cylinders by'the exhaust gases from the en- 7. Alocomotive propelled by compressed air produced on the locomotive itself, said locomotive having mounted upon it propelling cylinders, an. air compressor and an internalcombustion engine for driving the same, a reservo r for the compressed air I .8. A locomotive propelled by compressed air. produced on the locomotive itself, said locomotive having mounted upon it propelling cylinders, an air compressor, an internal combustion engine to operate said compressor, a reservoir. for the compressed air, means for delivering the air from the reservoir to said cylinders, means for heating the air before it enters the cylinders, and means for conducting the exhaust products of combustion from said engine to the heater; v

9. A locomotive propelled by compressed air produced on the locomotive itself, said locomotive having mounted upon it propelling cylinders, a multi-cylinder air compressor and means for operating the same, a reservoir for the compressed air, means for delivering the compressed air from the reservoir, to the propelling cylinders, and means for varying the number of cylinders in action as the pressure in the reservoir varies.

10. Alocomotive propelled bycompressed air produced on the locomotive itself, said locomotive having mounted upon it propelling cylinders, a multicylinder air compressor and means for operating the same,

means for delivering the compressed air to said cylinders, and an auxiliary compressor adapted to deliver air to the inlet plpes of the cylinders of said multicylinder compressor.

1'1. Alocomotive propelled by compressed air produced on the locomotive itself, said locomotive having mounted upon it propelling cylinders, a multicylinder air compressor comprising pistons reciprocating in cylinders and connected to a rotating shaft,

means for delivering the compressed air to the propelling cylinders, and an auxiliary compressor driven by said shaft and adapted to deliver air to the inlet pipes of the cylinders of said multicylinder compressor.

In testimony whereof I have hereunto signed my name in the presence of two subscribing witnesses.

CHARLES WHITING BAKER.

Witnesses:

ANNA F. RAFFENSPERGER, LUCY A. BAKER. 

